Motor vehicle power transmission



' Sept. 19, 1939. H. F. PATTERSON MOTOR VEHICLE PQWER TRANSMISSION Original Filed May ll. 1934 3 Sheets-Sheet 1 A TTORNEY Sept' 19' w39' H. F. PATTERsoN OTOR VEHICLE POER TRANSIISSION rignal Filed lay 11, 1934 3 ShetS-Sheet 2 M5. mw n fm m# @n m@ i w r ,M HB i sept. 19, 1939. H. F. PATTERSON 2,173,659

MOTOR VEHICLE POWER TRANSIISSIO L @QM/M ATTORNEYS.

- opposite directions UNITED STATES 4PATENT OFFICE 2,113,859 Moron VEHICLE Powna 'raANsmssloN Herbert F. Patterson,

signorto Chrysler Corporation,

St. Clair Shores, Mich., as-

Detrolt, Mich.,

a corporation of Delaware Application devices May 11, 1934, Serial No. '125,2723 newed December 13, 1937 44 Claims. (CLN-262) This invention relates to power transmission and refers more particularly to improvements in power transmission systems especially adapted for use in connection with motor vehicles, although not necessarily limited thereto.

My invention, in

certain more limited aspects thereof, provides improvements in the drive and control for power transmission systems of the type including the well-known epicycle or planetary transmission gear box. With such planetary transmissions, it is customary to arrange the gearing to provide for the desired speed ratios between ing ground wheels and such gearing number of the engine and vehicle drivis customarily selected and controlled to obtain the desired driving speed ratio by actuation oi' any one of a group of transmission gearing controlling mechanisms or devices usually consisting of reaction brake bands associated with and controlling the rotation of correspondin g drumsA or similar elements of the various planetary gear trains.

One object oi my invention resides in the provision of an improved selector and actuating mechanism for obtaining the several speed ratios provided by the transmission or other speed changing mechanisms, the latter preferably being of the planetary gear type although not necessarily limited thereto in the broader aspects o! 'my invention.

A further object of my invention is to provide selectively adjustable means adapted for movement into operative association with each of the speed ratio controlling devices of the transmission. More particularly, according to one embodiment of my invention, this common means may be in the form of an adjustable element adapted to be selectively positioned to a manually actuated selector con vice.

in response trolling de- This adjustable element preferably has movement of rotation in opposite directions on its axis and longitudinal or sliding movement in along its axis, one of these movements providing for control of the operation of the speed ratio controlling devices (either to engage or disengage such devices) and the other movement providing for selection of speed ratio controlling devices.

the desired This adjustable Velement preferably controls or forms an operative connection between a power operating means the-various transmission speed ratio devices. The illustrated embodiment oi my in-y and controlling vention represents one typical form of myinvention in which I have demonstrated the principles of my inventionby arranging the adj ustable elepower actuating means may be arranged to enment to have its selective control by the sliding movement.

A further object of my invention, in the more limited aspects thereof, is to provide a selectively adjustable actuating cam preferably adjustable in response to manual manipulation by the vehicle driver for selectively controlling or establishing an operative connection between a sultable power operating means and the various transmission speed ratio controlling devices.

Where a planetary gear type of transmission is employed in connection with my invention, the aforesaid common actuating cam is arranged for a toggle-like action and is adapted to selectively control or operably connect a power operating u means selectively with the various braking devices for the respective planetary gear trains to selectively operate the braking devices in response to manual selection by the motor vehicle driver.

A further object of my invention resides in the l0 provision of improved controlling and actuating mechanism for selecting and manipulating the transmission to establish the various gear trains, particularly in a planetary type of transmission, whereby improved means is provided responsive to manual control by the motor vehicle driver for automatically bringing about a complete cycle of gearratio change. In the present embodiment of my invention, this manual control is so arranged that the gear ratio changes will be 30 automatically eiiected in response to manual manipulation of a selector control element. Alternatively, the manual control may be operated preselectively so that gear ratio changes are eil'ected subsequently to manipulation of the 86 manual selector element and in response to operation of a further manual control device. In either instance, and as a further feature of my invention. power operating means is provided to act under control of the manual means through 40 a common selector operating element which establishes operating connection with the various gear control devices or rotary control elements.

A further object oi my invention resides in the provision oi improved fluid pressure operating means or power actuating means to furnish the necessary power for actuating the adjustable operating element in one direction of its power movement in controlling the operation o! the several speed ratio controlling devices or braking M means in the case of a planetary transmission. This power actuating means is preferably arranged to release or disengage the aforesaid speed ratio controlling devices although, if desired, the

gage these devices. Where my improved power actuating means is used to release the speed ratio controlling devices as aforesaid, I preferably provide other power means such as a relatively heavy spring or other suitable power moving means to actuate the adjustable element in the other direction of its power movement to engage the various speed ratio controlling devices, the operation of the two power means being under control of the vehicle driver.

A further object oi my invention in a more limited aspect thereof is to provide a iluid pressure operating means in the form of air at less than atmospheric pressure. I preferably utilize the vacuum intake system of the engine under control of the vehicle operator in a novel manner for releasing the various transmission speed ratio controlling devices and thereafter eiiecting their selective operation automatically. The iiuid pressure medium employed in this embodiment of my invention may, if desired, be oil under pressure or air under pressure above atmospheric pressure, or other suitable fluids. The accelerator pedal may be conveniently used to control the fluid pressure operating means when it is desired to operate the speed changes preselectively.

A further object of my invention is to provide an improved preselector arrangement whereby the vehicle driver may manually select for the desired transmission speed ratio in advance of the speed ratio change, the change in speed ratio preferably occurring. according to this phase of my invention, in response to operation of a further manually controlled device such as a foot pedal which may be the usual accelerator pedal, for example. By manually selecting for the desired speed ratio with the accelerator pedal in its released position. as when the vehicle is allowed to coast and drive the engine, the selected speed ratio will be obtained in automatic response to manipulation of the selector control element without requiring the operation of any further manual devices.

Another object of my invention is to provide an improved clearance take-up mechanism for the braking devices of the various controlling devices especially adapted to maintain a predetermined clearance for the operating brake shoes whereby the toggle-like cam may be efllciently operated.

A planetary type of transmission presents a number of advantages over the more conventional sliding gear types of transmissions, and my invention is therefore primarily directed toward planetary types of transmissions and power transmitting systems employing planetary gearing speed ratio controlling devices although, as aforesaid, the fundamental principles of my invention may, if desired, be employed in connection with transmissions of other typeslincluding the aforesaid sliding gear types of transmissions.

By way of example in connection with the aforesaid advantages of the planetary transmission over more conventional types, it may be noted that the planetary transmission permits gear changes without the necessity of releasing the main clutch between the engine and transmission to obtainrelatively quick gear changes and faster acceleration of the motor vehicle.

This is made possible not only by reason of the inherent slipping in the uid coupling but also by reason of the fact that the braking devices associated with the respective planetary gear trains are. in eil'ect. clutches in that each rotary drum controlling a planetary train is frictionally engaged by its associated braking means.

Further objects and advantages will be apparent from the following detailed description of one illustrative embodiment of the principles of my invention, reference being had to the accompanying drawings. in which;

Fig. 1 is a side elevational view illustrating my power transmission mechanism as a whole, portions of the transmission and clutch casings being broken away to illustrate the'speed ratio gear train controls and main clutch parts respectively.

Fig. 2 is a detail side elevational view partly in cross section illustrating the manual selector device, the section being taken along the line 2.-2 of Fig. 1. f

Fig. 3 is a sectional elevational view through the transmission illustrating one of the speed ratio controlling devices and parts `associated therewith, the section being taken along the line 3-3 of Fig. 1.

Fig. 4 is a side elevational view of the transmission with parts thereof broken away to illustrate the power operating means for controlling engagement and disengagement of the speed ratio controlling devices.

Fig. 5 is a detail sectional view illustrating a portion of the power actuating means'shown in Fig. 4, the section being taken along the line 5 5 of Fig. 4.

Fi'g 6 is a side view in' cross section of the sliding toggle cam and parts `associated therewith, the section being taken along theline 6 6 of Fig. 3.

Fig. '7 is a sectional plan view of the mechanism illustrated in Fig. 6, the section being taken along the, line 'l-l of Fig. 3.

Fig. 8 is a detail side elevational view partly broken away showing the clearance take-up mechanism, the View being taken as indicated by the line 8-8 in Fig. 3.

Fig. 9 is a detail sectional view oi.' the clearance take-up mechanism of Fig. 8, the section being taken along the line 9--9 of Fig. 7.

Fig. 10 is a further sectional view of the clearance take-up mechanism, the section being taken along the line Iii-IU of Fig. 9.

Referring to the drawings, I have illustrated my invention in connection with a motor vehicle drive, this drive including a prime mover or engine A, a portion of which is shown in Fig. 1, a main clutch B driven from the engine, and a change speed transmission or gear box C driven from the clutch B. The drive passes through the transmission` to a power take-off shaft Hl which, as usual, may extend rearwardly of the vehicle to drive the usual ground `wheels (not shown).

The clutch B may be of any suitable construction for controlling the drive between engine A and transmission C, this clutch being illustrated in Fig. 1 in the form of a uid type having the usual driving and driven cooperating vane members Il and I2 respectively. The driving vane member H is carried by the engine flywheel I3 and the driven vane member I2 is connected to an operating shaft which leads rearwardly to drive the transmission C, this shaft not being illustrated.

I have illustrated a fluid type of clutch B since a clutch of this` character has a number of advantages in connection with a transmission of the planetary gear type as illustrated at C. Thus, the fluid type of clutch is desirable in providing a smooth drive for the vehicle through the planetary transmission, relatively high power driving efficiency, automatic release of the drive between the engineand transmission when the engine is idling and with the transmission manipulated to establish one of its driving gear ratio settings. and other well-known favorable characteristics. I desire to point out that other types of clutches may be employed to control the drive between engine A and transmission 0,11 desired. For cxample, the well-known type o! friction clutch may be employed and may be manually operated or automatically operated by the well-known `commercial type of vacuum clutch releasing mechan'ism as will be readily understood. t

I have illustrated the change speed transmission C as the epicyclic or planetary type, vthis general form of transmission being well known in the art, and as usual includes a plurality of transmission speed ratio controlling clutches or brakes i4, iI, i8 and l1, these braking devices being respectively adapted to actuate the transmission in its iirst speed gear ratio or low gear, second speed ratio or intermediate gear, third speed ratio. and reverse drive.

The typical brake device Fig. 3 consists of an outer band i8 which substantially surrounds the drum I9, the band being adapted for frictional engagement with the drum by reason o! the friction braking material 2li carried by the band. The band has its ends 'u as illustrated m formed with laterallyv proiecting' actuating anges 2i and 22 positioned adjacent each other, means being provided to move the band ends toward each other to contract the band i8 for causing the friction material 20 to brake the rotary drum i8, the band having suillcient in herent resilience to expandfaway from contact with the drum when the actuating means is relieved at the flanged ends 2i and 22. I` have also illustrated a spring 22 yieldingly acting to separate the band ends and thereby assisting the springing action of the band i8. In Fig. 3 the rst speed ratio braking device Il is illustrated in its inoperative position whereby the drum il is free to rotate through operation of the planetary gear set 244 somewhat diagrammatically illustrated in association with the drum i9. When the braking device i4 is actuated or engaged by contracting the band iii, the drum I9 is held against rotation, the driven shaft iii in such instance being operated through the planetary gearing 24 to-provide the first for the motor vehicle.

In order to anchor the band i8 and to substantially equalize the braking forces applied to drum i9 around the periphery thereof to substantially avoid a tendency toward lateral loading of the drum and planetary gearing transverse to the axis of the drum, I have provided the band with the circumferentially spaced anchoring flanges 25. The flanges are connected through links 26 with the levers 21 pivotaliy mounted at 28 with the supporting brackets 29 of the transmission casing 30, the levers 21 being Vlnterlocked at 3| so that movement of one of the flanges 25 will be transmitted through the pivotal levers 21 and the links 26 to the other portion oi the band associated with the anchoring device. The links 26 are thus pivotallyconnected at their opposite ends respectively with the anchors 25 and levers 21.

In order to operate the speed ratio controlling device I4 and more specifically to contract the band i8 thereof the following mechanism is pro.- vided. Extending longitudinally within the transmission casing and to one side of the controlling devices are the upper and lower guide speed drive A brackets 22 and Il suitably connected to the endwallsofthe oncaslngbyfasteners fas best indicated in Fig. '1. These brackets 12, IlVA have aligned openings opposite each of the speed ratio controlling devices to slldably receive the fulcrum guide rods 25 and 2B for the respective fulcrums l1. 28 of levers 29 and 4l.

These levers are fulcrumed intermediate their` ends. the inwardly extending relatively short lever arm portions oi' levers I! and 40 being respectively connected through links Il to actuate the band flanges 2| and4 22. The outwardly extending lever arm portions carry rollers Il, these rollers being spaced apart a predetermined amount when inoperative by the lever stops M.

I'he lever fulcrums 21 and 38 are connected together by the ,oppositely threaded shafts 45, It and the clearance take-up device D which will be hereinafter more fully described. When the rollers 42 carried by levers 29 and 40 are forced apart away i'rom the stops ll by the power operating means which will be presently described, it will be apparent that the levers are actuated on their respective fulcrums 31, 2l so as to bring the band ends 2 l. 22 toward each other to engage the braking material 2li with the drum I9. It will iurthermorebe apparent that inward movement of the fulcrums 21, 28 toward each other produced by inward movement of the guide rods Si, Ii will reduce the clearance between the friction material 20 and drum i9, this clearance being preferably maintained relatively small in order to reduce the amount of movement of the levers and operating mechanism therefor in actuating the braking device. As will be presently apparent, the clearance take-up mechanism D will automatically respond to an abnormal movement of the levers, such as would be occasioned by excessive band wear and resulting clearance with the drum beyond a predetermined amount, the take-up device acting to move the lever fulcrums an amount suiiicient to automatically restore the clearance initially provided in the mechanism.

In order to avoid repetition I have not illustrated all of the details of this brake operating means associated with the controlling devices i5. IB and i1. it being understood that the operating meansrtherefor is similar to that described in connection with the controlling device i4 with the exception that the actuating levers corresponding to levers $9 and 40 have relatively different lengths in order to position the outer ends of the levers closely adjacent each other as best seen in Fig. 7. Thus, the controlling devices i5. IB and i1 have cooperating pairs of actuating levers best seen in Figs. 6 and 'l and respectively designated at 29, 40H; liib, 40h; and 39, li|. The levers of each pair have bent portions and they are directed to position the actuating rollers 3 in longitudinal alignment as.to the upper and lower `groups of levers.

vertically connecting the upper and lower walls of the transmission casing are the laterally spaced supporting walls l1 and 48 and extending between these walls and connected thereto by the fasteners I9 is the guide bracket 50 adjacent the upper part of the casing and also a second guide bracket 5i similarly supported adjacent the lower part of the casing. The upper and lower brackets 50 and 5I are provided with cooperating pairs of slots or openings adapted to respectively receive and guide the outer ends of the aforesaid pairs of actuating levers associated with each oi' the speed ratio controlling devices. 15

Thus, in Fig. Sit will be noted that bracket 58 is provided with the downwardly opening slot 52 vertically aligned with the upwardly opening slot 53 of bracket 5l, these slots respectively receiving the outer ends of levers 88 and 48 as will also be apparent from Fig. 3. 'I'he brackets 50 and 5i are additionally formed with pairs of aligned slots for the aforesaid pairs of levers associated with the other controlling devices, these pairs of slots being designated at v52", 58 for the levers of the second speed controlling device, 52", 53b for the levers of the third speed controlling device, and 52, 53 for the levers of the reverse controlling device. The brackets 50, 5I are also respectively provided with the further slots 54, 55 which may be termed the neutral slots of the brackets. It will be noted that the inner faces of the brackets 50 and 5| intermediate the ends of the slots are oppositely beveled as indicated at 55, 51 toward adjacent slots in order to facilitate entry into the aligned slots of the common adjustable operating element E and to compensate for any minor misalignments as will presently be more apparent.

The adjustable actuating element E in the present form of my invention consists of a togglelike cam slidably mounted on a spiined shaft 55, this shaft being mounted for power oscillation in the bearings 51, 58 respectively provided by the casing walls 41 and 48. The shaft 55 has a forwardly extending portion 59 to which is secured the downwardly extending actuating lever 5l). The power operating means for oscillating the lever 58 in order to alternately actuate and release the pairs of levers associated with the controlling devices will be presently described. l

In order to selectively adjust the cam E slidably along the splined shaft 58 in selective engagement with the rollers 43 of the pairs of levers, the cam E |is provided with a shift collar 5l having an annuler groove 52 engaged by the inwardly extending yoked lever 58. The mechanism illustrated in my drawings, according to one phase of operation thereof, is of the preselector type wherein manually operated means yieldlngly urges slidable adjustment of the cam E in advance of sliding adjustment thereof whereby a selection may be made while the cam E is operatively engaged with one of the speed ratio controlling devices. My gear ratio changing mechanism may also be operated in direct response to manual selection. The mechanism for producing the preselector control is best illustrated in Figs. 2 and 7 werein it will be noted that the lever 53 projects inwardly from the carrier 85 which is freely slidable along a reduced portion 55 of the shaft 51, this shaft being journaled in the bearing guides 88, 88 formed in the respective eno walls of a casing cover 1li removably secured to the main body of the transmission casing 88.

The shaft portion 68 is provided with a iixed pin 1I engaged by a washer 12, the latter in turn` being engaged by a forwardly opening cup 18 formed with one or more slots 1I slidably receiving the bent flange or tongue 15 carried by the arm 18 of a second cup 11, the latter cup opening rearwardly. 'I he cup 11 is freely slidable along the shaft portion 55 and bears against the carrier 85, a preloaded coil spring 18 yieldingly urging the cup 11 forwardly along the shaft portion 58 and away from the cooperating cup 18, this separating movement being limited by engagement of the tongue 15 with the end of slot 1l and by the opposing action of a second pair of these cups.

Forwardly of the carrier 85 are the second cooperating cups 18 and 88,the preloaded coil spring 8l acting to urge cup 80 along the shaft portion -A58 away from the cup 15, the latter being held against sliding by engagement with the enlarged shaft portion 51. 'I'he cups 18 and 88 are similarly constructed with the aforesaid corresponding cups 18 and 11, the preloaded springs 18 and 8l acting in opposition to each other to yieldingly urge the carrier 85 and cam E in a. position equally spaced between the cups 18 and 18.

I will next describe the manual controlling means adapted for operation by the vehicle driver for selectively adjusting the actuating cam E slidably along the splined shaft now to Fig. 1 Vthis manually controlled selector means comprises a stationary selector segment 85 conveniently positioned for access by the vehicle driver. Thus, the selector segment may be suitably clamped by a bracket 86 to the usual steering post 81 carrying the vehicle steering wheel 88, the selector segment 85 plvotally supporting a selector arm or lever 88 by a pivot 88. Connected to the selector arm is a suitable linkage such as a Bowden wire mechanism 9| which extends for connection at 82 with the adjustable shaft 81.

In Figs. l and 2 it will be noted that the selector segment 85 is provided with an arcuate flange 98, the flange being provided with a series of arcuately spaced stops or notches 84, 85, 55, 81 and adapted to selectively receive the selector arm I8, the selector arm having a slight springing movement to permit this adjustment and also to yieldingly holdthe selector arm in engagement with desired notch against accidental displacement therefrom. The aforesaid notches in the order mentioned and when engaged by the selector arm 89 are adapted to manipulate the transmission C into its speed ratio settings' respectively for first or low speed, second speed, third speed, reverse, and neutral.

By reason of the selector mechanism illustrated in Fig. '1 it is posible to selectively adjust the shaft 61 so as to yieldlngly urge the cam E to a corresponding position of adjustment but in advance of adjusting movement of the cam. Thus, ln Figs. 1, 2 and 7 the selector arm 881s illustrated in its position of engagement with the first speed notch 8l and when the selector arm is adjusted to another position, one of the springs 18, 8l may be further compressed depending on the direction of movement of shaft Let it be presumed that the selector arm 88 is adjusted from engagement with the first speed notch 94 .to a ,further position of adjustment in engagement with the second speed notch 85. This movement of the selector arm will act through the Bowden wire mechanism 5i to move the shaft 81 forwardly. In the illustrated embodiment of my invention, the changes in the transmission speed ratio are not in all instances adapted to automatically respond to movement of the selector arm 88, as when the transmission is operated perselectively, the actuating cam E being held in 'any of its positions of selective adjustment until the motor vehicle operator actuates a further manually controlled means as will be presently apparent. However, this further manually controlled means isV so arranged that. when desired, it may be left in a normal position. In such instance the speed ratio changes 58. Referring i moving means,

arresta automatically respond to selective movements of selector arm 99.' My description is for the most part directed to that operation of the mecha.- nism which produces preselective control on the speed ratio changes.

Therefore, in the the selector arm is moved from the rst speed notch 94 into engagement with the second speed notch 95, the cam E will not thereby respond to the forward adjustment of shaft 61. This movement of shaft 61 serves to additionally load spring 19 causing the inner cup 11 to urge carrier 95 together with lever 93 and cam E forwardly as viewed in Fig. 1, the initial compression on spring 9| being materially relieved so that when the resistance to movement of cam E is relieved, carrier 95 and cam E will be moved forwardly until the spring 19 and 9| are balanced, with the carrier 95 again positioned equally between the outer cups 19 and 19. In this manner the cam E is adjusted an amount corresponding to movement of the shaft 61, the latter shaft being moved an amount corresponding to the adjustment of the selector arm 99. Similarly, when the shaft 51 is adjusted rearwardly by reason of a clockwise movement of the selector arm 89 as viewed in Fig. l, the spring 9| is compressed and the spring 1B is relieved to urge the cam E rearwardly an amount corresponding to the movement of the shaft 61. When either of the springs 19 or 9| is additionally compressed as aforesaid, the cam E being normally in engagement with a pair of brake actuating levers, the carrier 99 is maintained substantially motionless. However, when the brake actuating levers are released by rotation of the cam away from engagement therewith, the carrier B5 then immediately responds to one of the springs 1l or 9i and the inclined faces 56 and 51 of the openings of brackets 59 and 5| will insure proper alignment of cam1 E with the pairs of brake actuating levers to be engaged with the cam.

I will next describe that part of the power operating means which operates to move the actuating cam E in its operation for selectively engaging the various transmission speed ratio controlling devices Il, I5, I6 and I1. Thispower in the present embodiment of my invention, comprises a relatively strong spring 99 best seen in Fig. 4, this spring extending across the transmission casing at the forward end thereof and having a fixed abutment against the rear wall of the casing by a spring retaining cup |99. The spring surrounds an operating shaft |9| to which is secured a second cup |92 against which the other end of the spring 99 is adapted to act. The rod I9| is pivotally connected at |22 to the downwardly extending end of the aforesaid lever 99, it being apparent that the spring 99 acts to rotate the splined shaft 59 and cam E in a counterclockwise direction as viewed in Fig. 3.

The cam E preferably has a toggle-like action produced by the opposite cam faces |99 and |94 shown in Fig. 3, these cam faces being simultaneously engageable with the rollers 43 carried by the outwardly extending pairs of brake actuating levers, such as the levers 39 and I9 `of the controlling device Il illustrated in Fig. 3. It will thus be apparent that when the cam E is rotated. a relatively small amount of travel of the cam is required to produce the desired relatively great pressure acting to contract the band I9. When the cam E is in its fully operated position, the cam faces |93 and |94 are preferassumed illustration, when ably so designed that they may further act a slight amount in separating the engaged rollers Il in order to actuate the clearance take-up device D as will be presently apparent.

In operation of the foregoing power moving means, it will be apparent that when the slidably adjustable cam E is positioned under control oi' the manually operated selector mechanism for engagement with any of the aforesaid pairs of lever rollers 4I, the spring 99 under control as will be presently apparent, will act to move as will be presently apparent, will act to move the cam operating shaft 59 in a counterclockwise direction as viewed in Fig. 3, thereby causing the cam to engage one of the transmission controlling devices. It will furthermore be apparent that when the spring 99 is operating as aforesaid to engage one of the controlling devices, the cam E will not respond to selective adjustment by manipulation of the selector arm 99 without first relieving the spring 99. In other words, the cam E cannot bel moved until the pressure of spring 99 is relieved to permit the cam to move to the release position thereof illustrated in Fig. 3.

I will next describe the construction and operation of that part of the power operating means which operates to actuate cam E and shaft 55 for releasing the spring 99 and thus for releasing the various transmission speed ratio controlling devices Il, I5, I9 and l1. This part of thepower operating means comprises a fluid pressure operating means or power actuating means best shown in Fig. 5. Referring particularly to Figs. 4, 5 and '1, the shaft 91 is provided with a series of spaced notches |95, |95, |91, |99 and |99 adapted respectively to engage a roller ||9 of one end of a follower rod I|| when the selector arm I9 isengaged with the notches 94, 95, 95, 91 and 98. The rod reciprocates in suitable guides I|2 and ||9 when tripped by the cams of shaft 91, the cams being formed by reason of the aforesaid notches in shaft 91.

The md has its outer end provided with a clevis pin bracket Il# adjustable by a nut IIS, this bracket carrying pin II5 which thereby pivots Vone end of a lever ||1 fulcrumed intermediate its ends by a bracket H9. The other end of the lever has a yoke engaging a collar ||9 sliable along the outwardly extending end of the valve |29.

The collar ||9 yieldingly urges the valve |29 inwardly and outwardly by the opposed preloaded springs |2| and |22 respectively acting `on retaining cups |23 and |29 fixed to valve |29.

Surrounding rod is a spring |25 abutting the guide |I9 and acting on a collar |26 fixed to the rod.

The valve |29 is slidably mounted in an opening |21 of the casting |29. this casting being secured to theouter end of a fluid pressure operating cylinder |29, the cylinder in turn being of suitable size and capacity and appropriately secured to the side of the transmission casing. The valve |29 has an end projecting inwardly into the cylinder |29 for contact with the piston |29 which operates within the cylinder. The piston carries an inwardly extending piston rod |2| which operates through the transmission casing for pivotal connection at |22* with the aforesaid spring actuated rod |9I.

In the present embodiment of my invention the cylinder |29 is adapted to be placed in communication with the vacuum produced by the intake system of engine Aand to this end the casting |29. as best seen in Fig. 4, is provided with a passage |33 open to cylinder 23, this passage being in communication with a conduit |33 when the valve is positioned as shown in Figs. 4 and 5. Thus, the passage |33 extends transversely of the valve guide |21 and the valve has a reduced portion |34 adapted to register with the passage |33 to establish the aforesaid communication between this passage and conduit |33, When the valve |20 is moved outwardly, the communication between passage |33 and conduit will be interrupted, the reduced valve portion |34 in such instance being adapted to vent the cylinder |23 by establishing communication between passages and |33, the latter passage communicating with the aforesaid passage |33.

In order to yieldingly hold the valve |20 ln its inward position of movement, the valve is provided with a notch |31 engageable by a plunger detent |31Il yieldingly urged by a spring |31b toward the valve, the tension of this spring being adjustably controlled by a screw |31". When the detent |31 engages the notch |31, the valve |20 is positioned as shown in Figs. 4 and 5 and when the valve |20 is moved outwardly the detent |31' will engage the valve |20, the reduced portion |34 of the valve being then positioned to vent the cylinder |23 by establishing communication between passages |35 and |33.

In order to yieldingly cushion the outward movement of piston |30, the cylinder |23 may be provided with the rubber bumpers |31", it being understood that before piston |30 strikes these bumpers the notch |31 will be moved outwardly free from engagement with the detent |31'.

In order to manually control the supply of vacuum between the engine A and the conduit |33, so that the system may be operated preselectively or in direct response to movement of selector arm 33, I have provided an appropriate mechanism illustrated in Fig. 1. The engine A has the usual intake manifold |33 supplied with fuel mixturev from a carburetor |33, the usual throttle valve being adjustable by a lever 4| adapted for actuation by the accelerator pedal |42 pivotally mounted at `|43 to the usual toe board |44 of the vehicle. Thecondult |33l communicates through avalve |45 of any suitable construction with the manifold |33, the valve being operated through a lever |43 pivotally connected at |41 to a link |43 which extends rearwardly through the toe board |44 for pivotal` connection at |43 with the accelerator pedal |42. :interconnecting the levers |4| and |45 is a link pivotally connected at |5| with the aforesaid lever |43 and likewise pivotally connected at |52 with the lever |4|. A spring |53 serves to yieldingly urge the accelerator pedal |42 into the position illustrated in Fig. 1. In such position the throttle valve |40 is closed to produce a relatively high vacuum in the manifold |33 and simultaneously therewith the valve |45 is opened to place the conduit |33' in communication with manifold 33. Whenever the operator depresses the accelerator pedal |42 to open the throttle valve |40, the valve |45 will be actuated through lever |43 to close communication between the conduit |33 and the manifold |30.

In operation of the power actuating means. Figs. 4 and 5 illustrate the position of the parts during the power stroke of piston |30 under the. influence of the engine vacuum established in "yllnder |23 by a release condition of the a.ccel/A rator pedal |42 as shown in Fig. 1. The valve |20 is positioned as shown in Figs. 4 and 5 and piston |30 is moving outwardly and is just contacting with the inwardly extending end of valve |20. Further outward movement of the piston will actuate the valve |20 outwardly to move the notch |31 beyond the detent |31". Once the notch is thus clear of the detent, the spring |22, as will presently be more apparent, acts to continue the outward movement of valve |20 independently of the piston movement. The reduced valve portion |34 is thereby moved to close communication between conduit |33a and conduit |33 and to vent the cylinder |23 by establishing communication between the passages |33, |33 and |35. The cylinder |23 has a vent |31e at its inner end.

During this outward movement of the piston |30, the spring 33 will be compressed to release the cam E from engagement with a pair of the rollers 43, the cam E at this time slidably accommodating itself on shaft 53 to a preselected adjustment of the shaft 61 as aforesaid. As soon as the piston |30 has moved outwardly to vent the cylinder |23, the spring 33 is then free to act to move the piston |30 inwardly and to also rotate the shaft 53 in the opposite direction to rotate the cam E counterclockwise as' viewed in Fig. 3 and thereby actuate one of the speed ratio controlling devices according to the new position of the cam.

With the cam in such position of actuation, let it be presumed that the vehicle driver manipulates the selector arm 33 into a new position of control with the accelerator pedal depressed. 'Ihe selector shaft 61 will be adjusted but the cam E will remain fixed on the operating shaft 53 until the vehicle driver releases the accelerator pedal |42.

When the selector arm was adjusted as, aforesaid ,it will be apparent that the shaft 51 will be reciprocated to move the rod youtwardly by reason of the roller 0 following the contour of shaft 51. This outward movement of rod acts through the lever ||1 to move the collar ||3 inwardly and the preloaded balanced springs |2|, |22 thereby cause valve |20 to follow the collar movement to engage notch |31 with detent |31. The roller ||0 then drops into the next of the series of notches engageable therewith, the spring |25 causing rod to move inwardly as the roller engages the notch but spring |31b and detent |31'l are of suilicient strength to hold valve |20.

Spring |25 is proportioned to force the collar I3 outwardly along the valve |20 thereby ccmpressing spring |22 and relieving spring |2|, this being the condition of the parts as shown in Figs. 4 and 5. Therefore, each time a selection is made with the selector arm 33, the cylinder |23 is placed in communication with the vacuum supply passage |33a and the spring |22 is loaded ready to move valve |20 to its venting position justas soon as the piston |30 moves outwardly in releasing the cam E from an engaged position of actuation of one of the speed ratio controllingY devices.

In the event that the selector arm 33 should be accidentally moved to trip the rod when the piston is at its outer limit of travel, at which time the valve |20 cannot be moved inwardly to engage the notch and detent, the spring |2| will yield to prevent any binding or breaking of the mechanism as will be readily apparent.

The valve |20 therefore establishes communication between cylinder |23 and the vacuum con- |42, the valve |43 will be opened so as to establish communication between the conduit |33 and the manifold |33. This will produce a vacuum in the cylinder |23 causing piston |33 to move outwardly to release cam E in repeating the cycle.

It will be obvious that, insteadof adjusting arm 33 with pedal |42 depressed, such adjustments of arm 33 may be made with pedal |42 in its normal released Fig. 1 Vposition with the vehicle driving the engine. |23 will open cylinder |23 to the vacuum in manifold |33 in direct response to manipulation of arm 33, the parts otherwise operating as when the arm 33 is moved with the pedal |42 deressed.

Before describing the construction and operation of the clearance take-up device D, I will briefly review the power transmission mechanism as a whole. Let it be presumed that the transmission is in its first speed setting and that the vehicle driver has just manipulated the selector arm 33 from engagement with the neutral notch 33 to the iirst speed notch 33 of the selector segment 35. In order to describe a complete cycle it is therefore desirable to consider the position of the parts with the transmission in neutral and with the selector arm 33 in engagement with the neutral notch 33. In such position the cam E will be adjusted so as to align with the openings 54 and 55 of the brackets 33 and 5| respectively,`

it being apparent that rotation of the splined shaft 53 in a counterclockwise direction as viewed in Fig. 3 under the influence of the spring 33 will not actuate any of the transmission controlling devices I4, l5, I3 or |1 inasmuch as the openings 34 and 55 do not have any operating levers associated therewith.

With the operator moves the selector arm` 33 from notch 33 into notch 34, with pedal |42 depressed, the shaft 31 will be adjusted forwardly causing the roller ||3 to follow the contour of shaft 31 in moving from notch |33 to notch |35. This movement of roller ||3 causes a reciprocation of the rod which moves the valve |23 from its position for venting the cylinder |23 into the Fig. 5 poition for establishing communication between cylinder |23 and the vacuum supply conduit |33.

At the same time that the rod is reciprocated as aforesaid, the forward adjustment of shaft 31 places the spring 'I3 under an additional compression, the spring 3| having a portion of f its initial compression relieved, the carrier 33 being thereby yieldingly urged forwardly and tending to move the cam E into position for engaging the rollers 43 oi' the first speed brake actuating levers 33 and 43. 'I'he cam E is prevented from moving however until it is rotated sumciently to clear the bracket portions between the pairs of openings 54, 55 and 52, 53.

The mechanism is now set ready for the change to actually take place in the transmission, this change being produced when the driver releases the accelerator pedal |42. Such release opens the valve |43 and closes the throttle valve '|43, the resulting vacuum in the manifold |33 being transmitted to ,cylinder |23 to cause the piston |33 to move outwardly and thereby retract spring 33 and to also rotate cam E into its released position. In Figs. 3, 4 and 5 the parts are shown toward the completion of the cycle just described wherein theA cam E is ready for actuating the first speed levers 33 and 4I, the cam havin been the operating shaft 33 and In such instances valve Y the selector segment.

rotated into its inoperative position during movement of the piston |33. The outward movement of piston |33 under the influence of the vacuum H will actuate valve |23 to again vent the cylinder whereupon spring 33 will rotate the cam E in a counterclockwise direction as viewed in Fig. 3 this movement separating the rollers 43 carried 4 by levers 33 and 43 to contract the first speed band I3, and arrest rotation of drum |3. Obviously, with the transmission in neutral, the pedal |42 may be left released to idle the engine and arm 33 moved from notch 33 `into notch 34 to effect the cycle of operation of piston |33 and to position cam E for operating the first speed levers 33 and 43. In either instance, the transmission is then in the rst speed ratio and the operator depresses the accelerator pedal |42 to cause the engine A to drive the moto; vehicle in the forward direction. He again actuates the selector arm 33 into a new setting. Thus, for example, let it be presumed that it is desired to preselectively manipulate the transmission from the aforesaid first speed setting-into the second speed setting. The selector arm 33 will accordingly be moved from engagement with notch 34 into engagement with notch 35. This movement will be accompanied by further forward movement of shaft 31 so as to again yieldingly urge the carrler 35 forwardly and to also actuate the valve ||3 from its vented position into the position shown in Fig. 5 for establishing communication between cylinder |23 and the vacuum conduit Just as soon as the vehicle driver releases the accelerator pedal |42, the valve |45 will be opened to admit the vacuum to cylinder |23. The piston |33 will respond to release the cam E from engagement with the first speed levers 33 and 43 whereupon the carrier 55 will immediately move forwardly under the action of spring 13 to a position of alignment with the second speed actuating levers 33HL ad 43. The first speed controlling device |4 is thereby released and Hthe second speed controlling device I4 is thus in position for actuation. Rearward movement of the piston |33 toward the end of its stroke actuates the valve |23 into its vented position whereupon the spring 33 will act to rotate the shaft 56 in the opposite direction causing a spreading of the second speed levers under the influence of the cam E. Alternatively, arm 33 may be shifted from notch 34 into notch 35 with pedal |42 released to dispense with the preselective operation. In either instance the transmission is thus caused to drive the vehicle in the second speed ratio.

From the foregoing description of a complete cycle of gear ratio change, it will be apparent that the transmission may be manipulated into its third speed setting by adjustment of the selector arm 33 into engagement with the notch 36 followed by the release of the accelerator pedal |42 unless the pedal was released prior to adjustment of arm 33. It will furthermore be apparent that it is not necessary furthe vehicle operator to adjust the selector arm 33 successively into engagement with the next adjacent notches of For example, the selector arm 33 may be moved directly from engagement with the neutral` notch 33 into engagement with the third speed notch 33 causing acceleration of the* vehicle in its third speed ratio. Likewise with the transmission set in any of its forward driving speeds, a lesser gear ratio may be obtained by moving the selector arm in a clockwise direction as viewed in Fig. l.

When it is desired to operate the motor vehicle in reverse, the selector arm 89 is moved into engagement with the reverse notch 91 and the accelerator pedal |42 is momentarily released, in the event that it was depressed during adjustment of arm 89, to cause operation of the reverse controlling device `I1 in a manner similar to the operation of the other controlling devices.

By providing a clutch B of the fluid type it will be apparent that the motor vehicle may be brought to rest by the application of the usual wheel brakes with the transmission set in one of its driving speed ratios, the uid medium permitting the clutch to slip when the accelerator pedal is released to idle the engine A. This has the advantage of permitting acceleration of the motor vehicle merely by depressing the accelerator pedal to open the engine throttle, the vehicle being accelerated in the same gear ratio setting which was provided during the time when the vehicle was at rest. Obviously, other forms of clutches may be provided if desired and it is not my intention to limit my invention to the provision of a clutch of the iluid type.

I will next describe my improved brake shoe clearance take-up mechanism D best illustrated in Figs. 3. 8, 9 and 10, it being understood that one of these mechanisms is preferably arranged in association with each pair of actuating levers for each of the speed ratio controlling devices I4, I5, I6 and I1. In Figs. 3, 8, 9 and 10 I have illustrated one of these mechanisms D in detail and the following description of this mechanism in association with the levers 39 and 40 oi' the nrst speed controlling device I4 will serve to illustrate the corresponding take-up devices in association with each of the controlling devices.

The oppositely threaded shafts 45 and 46 engage corresponding threads of a hub |54, this hub being provided with a circumferential series of axially extending openings |55 adapted to closely receive the respective coil springs |56. Surrounding the portion of hub |54 which is provided with the aforesaid openings |55 is an adjusting casing |51 provided with an outwardly extending lever arm |58. This lever projects into an opening |59 of a bracket |60 depending from the lever 39. The bracket carries an adjustable abutment I6| having a conical cam face |62 positioned to lie in the path of movement of the lever |58. The bracket |69 is provided with a cam face |63 which cooperates with the cam |62 to oscillate the lever |58 as follows.

When the brake band |8 is initially installed to provide a predetermined relatively small amount of clearance with the drum I9, the cam |62 barely contacts with lever |59 when the actuating levcrs 39 and 40 are separated by operation ol the cam E. Under such conditions the lever |58 merely reciprocates without oscillatory movement as the levers 39 and 38 are successively brought together and moved apart. In the event that excessive clearance should develop between the brake band and drum I9 as might be occasioned by wear of the lining 2l), it will be apparent that the cam E will rotate slightly more in applying the brake in order to take up `the excess clearance. When the cam E is thus actuated it will be apparent that the bracket |60 will be raised relative to lever |58 somewhat farther than will ordinarily be the case. the lever |58 engag ing the cam |62 and moving along this cam til` swing lever |58 laterally, below the cam face |63.

During such lateral movement of the lever |58 the lever then lying the casing |51 will slightly rotate slipping on the springs |56 by reason of the fact that hub |54 is held by the braking forces applied to shafts 45 and 46 at the lever fulcrurrls 31 and 38 respectively.

When the cam E is released so that the band I8 is expanded, the bracketl |60 is moved downwardly causing lever |58 to strike the cam face |63 and .thereby oscillate the housing 51 in the opposite direction, the lever |59 again entering the opening |59 to the original position. This return rotation of housing |51 carries with it the hub |54 by reason of the friction established by springs |56. Rotation of hub |54 causes the shafts 45 and 46 to move toward each other thereby bringing the fulcrums 31 and 39 closer together an amount sufficient to take up the excessive clearance between the brake band and the drum. The casing |51 is operably connected with the hub |54 during the releasing action of the brake inasmuch as the braking force is then relieved from the levers 39 and 40 and from the shafts 45 and 46, the friction exerted by springs |56 under such conditions being sufficient to cause the casing and hub to rotate as a unit. It will thus be apparent that the mechanism illustrated in Figs. 8. 9 and l operates as a slipping clutch controlled by the friction of springs |56 and the resistance to relative rotation between hub I 54 and the threaded shafts 45 and 46.

It will be apparent that the clearance will be taken up in very small increments as it develops during operation of the braking device. The parts of the friction take-up device relatively slip during the brake applying action whenever clearance is to be taken up; these parts being frlctionally connected together so as to rotate as a. unit during the brake releasing action. It will furthermore be noted that by reason of my having provided a separate clearance take-up mechanism D associated with each of the speed ratio brake controlling devices, I am enabled to maintain the desired amount of clearance for each braking device independently of each other, according to the Various modifications and changes will be readily apparent from the teachings oi' my invention, as set i'orth in `the appended claims. and it is not my intention to limit my invention to the particular details of construction and operation shown `and described for illustrative purposes.

What I claim is:

1. In a. motor vehicle transmission having a plurality of speed ratio controlling devices, means operably associated with each of said controlling devices for actuating said devices, a slidably ad'- instable` operating element adapted for selective operative connection with said actuating means Iorsaid controlling devices. manually operated means for yieldingly urging said operating element selectively to its positions of sliding adjustment in advance of adjusting sliding movemcn. thereof, power operating means for alternately actuating and releasing said operating element, and means acting to hold said operating element aganst selectiye sliding movement during actuation and prior to release of said operating element.

2. In a motor vehicle transmission having a f plurality of speed ratio controlling devices, power operating `means for selectively operating said controlling devices, an adjustable camadapted to selectively establish an operating connection between said power operating means and said controlling devices, and manually actuated means for yieldinglyfurglng said cam selectively to its positions of adjustment in advance of adjusting movement thereof.

3. In a motor vehicle planetary transmission having a plurality oi' speed ratio planetary gear trains and rotary controlling drums associated therewith, braking means for resisting rotation of each ot said drums, means operably associated with each of said braking means and adapted to actuate the respective braking means, means including an adjustable cam adapted for selective operative connection with said actuating means, manually operated means for yieldingly urging said cam selectively to its positions ci' adjustment in advance of adjusting movement thereof, and poweroperating me'ans for alternately actuating and releasing said cam.

4. In a motor vehicle planetary transmission having a plurality oi' speed ratio planetary gear trains and rotary controlling drums associated therewith, braking means for resisting rotation of each of said drums, means operably associated with each of` said braking means and adapted to actuate the respective braking means, an adjustable operating cam adapted' for selective operative connection with said actuating means, manually 'operated means including mechanism for selectively `adjusting said operating cam, and power nlfmerating means controlled by said manual means ior"actuating said operating cam.

5. In a motor vehicle planetary transmission having a plurality of speed ratio planetary gear trains and rotary controlling drums associated therewith, braking means for resisting rotation of each oi said drums, means operably associated with each of said braking means and adapted to actuate the respective braking means, an adjustable operating cam adapted for selective operative connection with said actuating means, manually operated means fof yieldingly 'urging said operating cam selectively to its positions of adjustment in advance of adjusting movement thereof. and power operating means for alternately actuating and releasing said operating cam.

6. In a motor vehicle planetary transmission having a plurality of speed ratio `planetary gear trains and' rotary controlling elements associated therewith, braking means for resisting rotation oi each o! said elements, means operably associated with each of said braking means and adapted to actuate the respective braking means, a selector operating member adjustable to provide selective operative connections respectively with said actuating means for said braking means, means i'or mounting said selector operating member for reciprocating movement along and rotative movement about a common axis, a manually operable selector element movable to a plurality of stations of transmission control, power operating means for imparting one of said movements to said selector operating member for operating said selector operating member in its positions oi selective adjustment, means operating in response to manual movement of said selector element from one oi' said stations to another ior imparting the other of said movements to said selector operating member to selectively adjust said selector operating member, and means operating in response to manual adjustment of said selector operating element from one of said stations to another for exercising a control on the operation of said powerk operating means.

7. In a motor vehicle planetary n having a plurality of speed ratio planetary gear trains and rotary controlling drums associated therewith. braking means for resisting rotation of each oi said drums, a pair of levers for each of said braking means, means for pivoting said levers. the levers ot each pair having one end thereof operably connected to its associated braking means and adapted when actuated to operate the braking means associated therewith, an adjustable actuating cam for selectively actuating the other ends of each of said pairs of levers, power operating means for actuating said cam, a manually shiitable selector element, and means operating in response to manual shifting of said selector element for selectively adjusting said cam and for controlling the operation oi said power operating means.

8. In a motor vehicle planetary tron having a speed ratio planetary gear train and rotary controlling drum associated therewith, braking means i'or resisting rotation oi' said drum, means including a lever adapted to actuate said braking means, means tor actuating said lever, and means responsive to abnormal actuation oi said lever for moving the lever fulcrum whereby `to substantially maintain a predetermined clearance between said drum and braking means when said braking means is released.

9. In a motor vehicle planetary traon having a speed ratio planetary gear traint-and rotary controlling drum associated therewith, braking means for resisting rotation of said drum, a pair or levers adapted when actuated to operate said braking means. adjustable means connecting the fulcrums oi said levers adapted to relatively shift said tulcrums in response to abnormal actuation oi said levers whereby to substantially maintain a predetermined clearance between said drum and braking means when the latter is inoperative, andmeans i'or actuating said levers.

10. In an engine driven vehicle power transmission having a plurality ci speed ratio controlling devices adapted for selective operation to vary the speed ratio drive through the transmission, means operated by the vacuum produced by said engine for releasing said controlling devices, spring actuated means adapted to operate said controlling devices, manually controlled selector means for selectively controlling operation oi' said controlling devices by said spring actuated means, valve means ,controlling the supply of vacuum from said engine to said vacuum operatedmeans, and an operating connection between said manually controlled means and said valve means, said manually controlled means including an adjustable operating element adapted to selectively provide an operating connection between said spring actuated means and said controlling devices.

11. In a motor vehicletransmlsslon having a plurality of speed ratio controlling devices, means operably associated with each of said controlling devices for actuating said devices. an adjustable operating cam adapted for selectively adjustable operable connection with said actuating means for said controlling devices, manually controlled selector means adapted to exercise a selecting inuence on said operating cam in advance of selective adjustment thereof, and manually controlled means ior operating said cam undeil power in its positions oi selective adjustment, said manually controlled selector means acting to selectively adjust said operating cam in response to release of said operating cam from the operating force o! said power operating means.

12. In a motor vehicle transmission having a plurality of speed ratio planetary gear trains and rotary controlling elements associated therewith, braking means for resisting rotation of each of said rotary elements, means operably associated` with each of said braking means and adapted t0 actuate the respective braking means, an adjustable operating cam adapted for selectively adjustable operable connection with said actuating means for said braking means, manually controlled selector means adapted to exercise a selecting inuence on said operating cam in advance of selective adjustment thereof, and power means for operating said cam in its positions of selective adjustment for transmitting braking force therethrolmh, said manually controlled selector means acting to selectively adjust said operating cam in response to release ot said operating cam from the brake operating force of said power means.

13. In a motor vehicle transmission having a plurality of speed ratio planetary gear trains and rotary controlling elements associated therewith, braking means for resisting rotation oi each oi' said rotary elements, means operably associated with each of said braking meansand adapted to actuate the respective braking means, an adjustable operating cam `adapted to apply braking force in positions of selective adjustment thereof to said actuating means for said braking means, manually controlled means for selectively adjusting said operating cam, and power means for operating said cam in its said positions of selective adjustment in successive movements for alternately applying and releasing braking force at said braking means, said power operating means including iluid pressure operating means adapted to operate said cam for at least one o! its said successive movements.

14. In a motor vehicle transmission having a plurality ol speed ratio planetary gear trains and rotary controlling elements associated therewith, braking means for resisting rotation of each oi' said rotary elements, means operably associated with each of said braking means and adapted to actuate the respective braking means, an adjustable operating cam adapted to apply braking force in positions of selective adjustment thereof to said actuating means for said braking means, manually controlled means ior selectively adjusting said operating cam, and power means for operating said cam in its said positions oi' selective adjustment in successive movements for alternately applying and releasing braking force at said braking means, said power operating means including iluid pressure operating means adapted to operate said cam in said movement of braking force release. I Y

15. In a motor vehicle transmission having a plurality of speed ratio planetary gear trains and rotary controlling elements associated therewith, braking means for resisting rotation of each oi' said rotary elements, means operably associated with each of said braking means and adapted to actuate the respective braking means, an adjustable operating cam adapted to apply braking force in positions of selective adjustment thereo! to said actuating means for said braking means,

manually controlled means for selectively adjusting said operating cam, and power means for4 operating said cam in its said positions of selective adjustment in successive movements for alternately applying and releasing braking force at said braking means, said power operating means including iluid pressure operating means adapted to operate said cam for one oi said successive movements and a spring adapted to operate said cam for the other o1r said successive movements.

i6. In an engine driven change speed transmission of the planetary gear type, a plurality ci planetary gear sets having rotary control elements driven thereby, braking devices respectively for said rotary elements and adapted to selectively arrest rotation of said drums to vary the speed ratio drive through the transmission, selective operating means including a selector operating member adapted for selective operating connection with .saidv braking devices, iluid pressure operating means operably connected to said selector operating means for actuating said selector operating member, valve means controlling the supply of iluid pressure to said fluid pressure 0D- erating means, a manually adjustable `selector element, means operably connecting said manually adjustable selector element with said selector operating member for adjusting said member, means including a follower member operably connected to actate said valve means, and an element having a series voi' cams carried thereby and adapted for movement in response to manual adjustment of said selectorV element, said follower being positioned for actuation by said cams.

17. In an engine driven change speed transmission of theplanetary gear type, a plurality of planetary gear sets having rotary control elements driven thereby, braking devices respectively for said rotary elements and adapted to selectively arrest rotation of said drums to vary the speed ratio drive through the transmission, selector operating means adapted for selective operating connection with said braking devices, uid pressure operating means operably connected to said selector operating means, valve means controlling the supply iiuid pressure' to said uid pressure operating means, a manually adjustable selector element, means operably connecting said manually adjustable selector element with said selector operating means, an element having a series of cam-like portions and adapted for movement in response to manual adjustment of said selector element, a follower selectively operated by said cams, and means providing a yieldable operating connection betweenlsaid follower and said valve means.

18. In an engine driven change speed transmission of the planetary gear type, a plurality of planetary gear sets having rotary control elements driven thereby, braking devices respectively for said rotary elements and adapted to selectively arrest rotation of said drums to varythe speed ratio drive through the transmission, selective operating means adapted for selective operating connection With said braking devices, fluid pressure operating means operably connected to said selector operating means, valve means controlling the supply of fluid pressure to said fluid pressure operating means, a manually adjustable selector element, means operably connecting said manually adjustable selector element with said selector operating means, means including a follower member operably connected to actuate said valve means, an element having a. series of cams carried thereby and adapted for movement in response to manual adjustment of said selector element, said follower being positioned `for actuation by said cams, and a spring opposing the operation of said selector operating means by said fluid pressure operating means.

19. In an engine driven change speed transmission of the planetary gear type, a plurality of planetary gear sets lraving rotary control elements driven thereby, braking devices respectively for said rotary elements and adapted to selectively arrest rotation of said drums to vary the speed ratio drive through the transmission, selector operating means including a selector operating member adapted for selective operating connection with said braking devices, liuid pressure operating means operably connected to said selector operating means 'for Yactuating said selector operating member, valve means controlling the supply erating means, a manually adjustable selector element, means operably connecting said manually adjustable selector element with said selector operating member i'or adjusting said member, a cam member provided with a series lof cams corresponding to positions of and adapted i'or movement in rponse to manual adjustment oi said selector element, a follower adapted to be actuated by said cams iny response to movement of said cam member, and means providing an operating connection between said iollower and said valve means.

20. In an engine driven change speed trans` mission of the planetary gear type, a plurality oi planetary gear sets having rotary control elements driven thereby. braking devices respectively for said rotary elements and adapted to selectively arrest rotation of said drums to vary the speed ratio drive through the transmission, selector operating means adapted for selective operating connection with said braking devices, fluid pressure operating means operably connected to said selector operating means, valve `means controlling the supply of fluid pressure to said fluid pressure operating means, a manually adjustable selector element, means operablyconnecting said manually adjustable selector element with said selector operating means, means i'or actuating said valve means in response to manual adjustment of said selector element, and additional manually operable valve means for controlling the supply of iluid pressure to the first said valve means.

21. In an engine driven change speed transmission ot the planetary gear type, a` plurality of planetary gear sets having rotary control elements driven thereby, braking devices respectively for said rotary elements and adapted to selectively arrest ^`rotation of said drums to vary the speed ratio drive through the transmission.

selector operating means adapted for selective operating connection with said braking devices.

iiuid pressure operating means operably con` nected to said selector operating means, valve means controlling the supply oi' huid pressure to said fluid pressure operating means, a manually adjustable selector element. means operably connecting said manually adjustable selector element with said selector operating means, means for actuating said valve means in response to manual adjustment of said selector element, and engine throttle valve operated means for controllingrthe supply of iiuid pressure to the first said valve means.

22. In an engine driven change speed transmission oi' the planetary gear type. a plurality o! planetary gear sets having rotary control elements driven thereby, braking devices respectively ior said rotary elements and adapted to selectively arrest rotation o! said drums to vary j the speed ratio drive through the, transmission' power means for operating said braking devices including a selectively adjustable operating member, said operating'means further including a` of fluid pressure to said fluid pressure op-V cylinder and piston assembly, manually operable speed ratio controlling means including adjusting. means for selectively operably connecting said operating member with said braking devices, valvecontrollingmeans operable by said manual means for'subjecting said cylinder to iluld pressure whereby to move said piston in one ot its directions of reciprocation, and means ior operating said valve controlling means and including a cam carrying member adapted for actuation by said manual means and a cam follower member adapted to operate said valve controlling means.

23. In an engine driven change speed transmission o! the planetary gear type, a plurality of planetary gear sets having rotary control elements driven thereby, braking devices respectively i'or said rotary elements and adapted to selectively arrest rotation oi said drums to vary the speed ratio drive through the transmission, means for operating said braking devices including a selectively adjusting operating member, said operating'means further including a cylinder and piston assembly, manually operable speed ratio controlling means including adjusting means for selectively operably connecting said operating member with said braking devices, valve controlling means operable by said manual means for subjecting said cylinder to fluid pressure wherebyto move said piston in one of its directions oi' reciprocation, means for operating said valve controlling means and including a cam carrying member adapted for actuation by said manual means and a cam follower member adapted to operate said valve controlling means,

and means responsive to movement of said piston in said direction for relieving said cylinder of said fluid pressure.

24. In an engine driven change speed transmission oi' the planetary gear type, a plurality oi' planetary gear sets having rotary control elements driven thereby, braking devices respectively for said rotary elements land adapted to selectively arrest rotation oi said drums to vary the speed ratio drive through the transmission, means for operating said braking devices including a selectively adjustable operating member, said operating means further including a cylinder and piston assembly, manually operable speed ratio controlling means including adjusting means for selectively operably connecting said operating member with said braking devices, valve controlling means operable by said manual means for subjecting said cylinder to fluid pressure whereby to move said piston in one oi' its directions of reciprocation, means for operating said valve controlling means and including a cam carrying member adapted for actuation by said manual means and a cam follower member adapted to operatesaid valve controlling means, means responsive to movement of said piston in said direction for relieving said cylinder of said fluid pressure, and a spring actingion said piston for moving said piston in the other oi' its said directions ot reciprocation in response to sai iluld pressure relief in said cylinder. 4,

25. In an engine driven change speed transmission oi the planetary gear type, a plurality of planetary gear sets having rotary control elements driven thereby, braking devices respectively ior said rotary elements and adapted to selectively arrest rotation oi said drums to vary the speed ratio drive through the transmission, means including a plurality of actuating levers respectively operably connected to said braking devices, means for mounting said levers adjacent said braking devices, said levers extending outwardly from said braking devices andlbeing inclined relatively toward one another and presenting substantially aligned end portions, and manually controlled power operating means for selectively operating the end portions of said levers.

26. In a motor vehicle transmission having a plurality of speed ratio controlling braking devices, a pair of force multiplying members operably associated with each of said braking devices for actuating said braking devices, an adjustable operating element adapted for selective operative connection with and between said force multiplying members of each pair, means for selectively adjusting said operating element, power operatinsr means for actuating said operating element, and a selector element manually shiftable between a plurality of stations of transmission control for operating said adjusting means and for controlling the operation of said power operating means.

27. In a motor vehicle planetary gear transmission having a plurality of speed ratio planetary gear trains and rotary controlling elements associated therewith,means engageable with each of' said rotary elements for controlling rotation thereof, actuating means operably associated with each of said engageable' means, a common rotatable and adjustable selector operating member adapted for selective operative engagement with said actuating means, mechanism for selectively adjusting said common member longitudinally of its axis of rotation, power operating n =ans for rotatably actuating said common member, and a selector element manually shiftable between a plurality of stations of transmission control for operating said adjusting mechanism and for controlling the operation of said power operating means.

28. In a motor vehicle planetary gear transmission having a plurality of speed ratio planetary gear trains and rotary controlling elements associated therewith, means engageable with each of said rotary elements for controlling rotation thereof, actuating means operably associated with each of said engageable means, a common adjustable selector operating member adapted for selective operative engagement with said actuating means, manually operated means includlng mechanism for selectively adjusting said common member, uid pressure operating means for actuating said common member, valving means controlling fluid pressure operation of said iluid pressure operating means, and means for causing operation of said valve means in response to operation oi said manual means.

29. In a motor vehicle planetary gear transmission having a plurality of speed ratio planetary gear trains and rotary controlling elements associated therewith, means engageable with each of said rotary elements for controlling rotation thereof, actuating mean s operably associated with each of said engageab'e means, a common adjustable selector operating member adapted for selective operative engagement with said actuating means, manually operated means including mechanism for selectively adjusting said common member, a fluid pressure operated piston for actuating said common member in one direction of movement of said piston andmember, a spring for returning said piston and common member, valving means controlling iluid pressure supply to said piston, and means for operating said valving means in response to operation of said manual means. 30. In a motor vehicle planetary gear transmission having a plurality of speed ratio planetary gear trains and rotary controlling elements associated therewith, means engageable with each of said rotary elements for controlling rotation thereof, actuating means operably associated witheach of said engageable means, a common adjustable selector operating member adapted for selective operative engagement with said actuating means, manually operated means including mechanism for selectively adjusting said common member, said manually operated means further including an adjustable selector element adapted for selective movement to a plurality oi' predetermined stations of transmission control, and

power operating means controlled by said movement of said selector element for actuating said common member..

31. In a motor vehicle planetary gear transmission having a plurality of speed ratio planetary gear trains and rotary controlling elements associated therewith, means engageable with each of said rotary elements for controlling rotation thereof, actuating means operably asscociated with each of said engageable means, a common adjustable selector operating member adapted for selective operative engagement with said actuating means, manually operated means including mechanism for selectively adjusting. said common member, said manually operated means further including an adjustable selector element adapted for selective movement to a plurality of predetermined stations of transmission control, fluid pressure operating means for actuating said common member, valving means controlling fluid pressure operation of said iiuid pressure operating means, and means for causing operation of said valving means in responsive to said movement of said selector element.

32. In a motor vehicle transmission having a plurality oi speed ratio controlling devices, means operably associated with each of said controlling devices for actuating said devices, an adjustable operating element adapted for selective operative connection with said actuating means for said controlling devices, iiuid pressure operating means for said operating element, manually con` trolled selector means for controlling said fluid pressure operating means and for adjusting said operating element selectively to its positions of adjustment subsequently to said control of said iluid pressure operating means, and power moving means for moving said operating element in opposition to said fluid pressure operating means.

33. In a motor vehicle transmission having a plurality of speed ratio controlling devices, power operated means for selectively operating said controlling devices, an adjustable element'adapted to selectively establish an operating connection between said power operated means and said controlling devices, and manually operated selector means for adjusting said adjustable element selectively to its positions of adjustment subsequently to exercising a control on said power operated means.

34. In a power transmission having a plurality of speed ratio controlling devices, an adjustable selector element adapted for movement between a plurality of stations to control selective operation of said devices, power operating means for selectively operating said devices, an adjustable selector operating member adapted to selectively provide an operating connection between said 7 envases power operating means and each o! said devices, and means responsive to movement of said selector element irom one of said stations to another to control said power operating means and to selectively adjust said operating member.

35. In a power transmission having a plurality of speed ratio controlling devices, an adjustable selector element adapted for movement between a plurality of stations to control selective operation oi said devices, power operating means for selectively operating said devices, an adjustable selector operating member adapted to selectively 'provide an operating connection between said power operating means and each o! said devices, and means responsive to movement oi said selector element from one or said stations to another to selectively adjust said operating member and thereafter eect an operating control on said power operating means.

36. In a power transmission having a plurality of speed ratio controlling devices, an adjustable selector element adapted lor movement between a plurality oi' stations to control selective operation o! said devices, power operating means for selectively operating said devices. an adjustable selector operating member adapted to selectively provide an operating connection between said power operating means and each of said devices, and means responsive to movement of said selector element from one of said stations to another to rst release operation of said power operating means and then to selectively adjust said operating member and restore operation o! said power operating means.

37. in a power transmission o! the planetary gear type having a plurality of speed ratio controlling braking devices for selectively establishing variable drives through planetary gear trains, an adjustable selector element adapted for movement between a plurality oi' stations to control selective operation of said braking devices, power operating means for selectively operating said braking devices, an adjustable selector operating member adapted to selectively provide an operating connection between said power operating means and each of said devices, and means responsive to movement o! said selector element from one of said stations to another to control said power operating means and to selectively adjust said operating member.

38. In a motor vehicle transmission having a plurality of spaced ratio controlling devices, power operating means, an operating member adjustable to positions of selective operative connection with said controlling devices and movable by said power operating means in said positions of adjustment to operate a selected controlling device, a controlling element manually adjustable to a plurality of stations of transmission control, and means responsive to manual adjustment of said controlling element for adjusting said operating member and for exerelsing a control on said power operating means.

39. In a motor vehicle planetary transmission having a plurality of planetary gear trains and associated rotary control elements, braking means for each of said control elements, power operating means for selectively applying said braking means, an operating member adjustable to positions of selective operative connection with said braking means and movable by said power operating means in said positions of adjustment to transmit braking force to a selected braking means, a controlling element manually adjustable to a plurality of stations of transmission control,

and means responsive to manual adjustment of said controlling element for adjusting said operating member and for exercising a control on said power operating means.

40. In a motor vehicle planetary transmission having a plurality of planetary gear trains and associated rotary control elements. braking means for each of said control elements, power moving means for selectively applying said braking means, an operating member adjustable to positions of selective operative connection with said braking means and movable by said power moving means in said positions of adjustment to transmit braking force to a. selected braking means, power actuating means adapted to return said operating member after movement thereof by the first said power operating means for releasing a. previously applied braking means, a controlling element manually adjustable to a plurality of stations of vehicle driving transmission control, and means responsive to manual adjustment of said controlling element ior adjusting said operating member and for controlling the operation of said power moving means Vand oi.' said power actuating means.

4l. In a motor vehicle transmission having a plurality of speed ratio controlling devices, an adjustable selector operating member adapted for power operation in its selectively adjusted positions for selectively controlling operation o! said devices, power operating means for said member, a manually actuable element selectively shiitable to a plurality of predetermined stations of transmission control, means responsive to said station shifting of said element for controlling operation oi' said power operating means, and a yielding operating connection between said element and member for selectively adjusting said member in response to said station shifting oi' said element, said yielding connection providing ior said control of said power operating means in advance of said adjustment ci said member when said element is shifted from one of said stations to another.

42. In a motor vehicle transmission having a plurality of gear-traln-controlllng rotary elements, devices'respectively frictionally engageable with said rotary elements, an adjustable selector operating structure adapted for power operation in positions of selective adjustment for selectively engaging said devices, power moving means for moving said selector operating structure to provide and maintain power engagement o! said devices selectively with said rotary elements, a selector element manually shiftable between a plurality of stations of transmission control,u means responsive to said station shifting of said element ior controlling said power moving means to eiect release of said selector operating structure and consequent release of any of said devices engaged prior to such station shifting of said element. and a yielding operating connection between said element and said selector operating structure for selectively adjusting said structure in response to said station shifting of said element, said yielding connection providing :for said releasing control of said power moving means in advance oi' said adjustment of said selector operating structure when said element is shifted from one oi' said stations to another.

43. In a planetary transmission for an engine driven motor vehicle having a throttle-valve-controlling accelerator pedal adapted for manipulation by the vehicle driver; planetary gearing having rotatable control elements driven thereby; a

pair of friction devices respectively adapted to 44. In a planetary transmission for an engine engage said control elements to vary the drive driven motor vehicle having a throttle-valve-conthrough the transmission by eilecting a change trolling accelerator pedal adapted for manipulafrom a relatively slow forward drive to a relation by the vehicle driver; planetary gearing havtively fast forward drive; and means for efl'ecting ing rotatable control elements driven thereby; a 5 pressure fluid operation of said friction devices, pair of friction devices respectively adapted to including, a selector element adjustable by the engage said control elements to vary the drive driver from a transmission control station correthrough the transmission by eil'ecting `a. change spending to said relatively slow drive to a secfrom a relatively slow forward drive to a relaond station corresponding to said relatively fast tively fast forward drive; a selector element ad- 10 drive, valving means for controlling a supply or instable by the driver from a position oi' control fluid under pressure to operate said friction decorresponding to said relatively slow drive to a vices by power, and means operably connecting second position of control corresponding to said the accelerator pedal and the selector element relatively fast drive; and means adapted for op- With said valving means for joint control of said eration either in response t0 driver adjustment 15 valving means by this pedal and element such of the selector element or subsequently to driver that driver adjustment of the selector element adjustment of the selector element and in refrom the first said control station to the second spouse to predetermined manipulation of said control station will either thereupon effect said accelerator pedal for controlling engagement or pressure iluid supply or provide a. presetting insald friction devices to eil'ect the aforesaid trans- 20 iiuence on the valving means so that said presmission drive change.

sure fluid supply will be delayed until the driver manipulates the accelerator pedal. HERBERT F. PATTERSON.

CERTIFICATE OF CORRECTION. Patent ilo. 2,175,659. n September 19, 1959.

` HERBERT F. PATTERSON.

It is hereby certified that error appears in the printed specification of the above numbered patent requiring correctionas follows: Page 5,' second column, line 12, strike out the words "as will be presently apparent, will act to.move"; line 149, for "sliable" read slidable; page 6, second column, '11ne20, for "this" read that; line 50, for "rod 11" read rod 111; page 8', tix-st column, line 61, for,levers 59 and 30" read levers`59 and 140; page 10, second columny! line 22, claim 16, .for "notate" read actuate; page 1l, second column, line 22, claim 25, for l"adjusting" read adjustable: and that the said Letter-s Patent should be read .with thijs correction therein that the same may contorni to the record of the case in the Patent office.

signes ma sealed this 12th any or nucni. n; 191,0.

. i Henry van -smalle, (sul) t i Acting commissioner or recenti.

pair of friction devices respectively adapted to 44. In a planetary transmission for an engine engage said control elements to vary the drive driven motor vehicle having a throttle-valve-conthrough the transmission by eilecting a change trolling accelerator pedal adapted for manipulafrom a relatively slow forward drive to a relation by the vehicle driver; planetary gearing havtively fast forward drive; and means for efl'ecting ing rotatable control elements driven thereby; a 5 pressure fluid operation of said friction devices, pair of friction devices respectively adapted to including, a selector element adjustable by the engage said control elements to vary the drive driver from a transmission control station correthrough the transmission by eil'ecting `a. change spending to said relatively slow drive to a secfrom a relatively slow forward drive to a relaond station corresponding to said relatively fast tively fast forward drive; a selector element ad- 10 drive, valving means for controlling a supply or instable by the driver from a position oi' control fluid under pressure to operate said friction decorresponding to said relatively slow drive to a vices by power, and means operably connecting second position of control corresponding to said the accelerator pedal and the selector element relatively fast drive; and means adapted for op- With said valving means for joint control of said eration either in response t0 driver adjustment 15 valving means by this pedal and element such of the selector element or subsequently to driver that driver adjustment of the selector element adjustment of the selector element and in refrom the first said control station to the second spouse to predetermined manipulation of said control station will either thereupon effect said accelerator pedal for controlling engagement or pressure iluid supply or provide a. presetting insald friction devices to eil'ect the aforesaid trans- 20 iiuence on the valving means so that said presmission drive change.

sure fluid supply will be delayed until the driver manipulates the accelerator pedal. HERBERT F. PATTERSON.

CERTIFICATE OF CORRECTION. Patent ilo. 2,175,659. n September 19, 1959.

` HERBERT F. PATTERSON.

It is hereby certified that error appears in the printed specification of the above numbered patent requiring correctionas follows: Page 5,' second column, line 12, strike out the words "as will be presently apparent, will act to.move"; line 149, for "sliable" read slidable; page 6, second column, '11ne20, for "this" read that; line 50, for "rod 11" read rod 111; page 8', tix-st column, line 61, for,levers 59 and 30" read levers`59 and 140; page 10, second columny! line 22, claim 16, .for "notate" read actuate; page 1l, second column, line 22, claim 25, for l"adjusting" read adjustable: and that the said Letter-s Patent should be read .with thijs correction therein that the same may contorni to the record of the case in the Patent office.

signes ma sealed this 12th any or nucni. n; 191,0.

. i Henry van -smalle, (sul) t i Acting commissioner or recenti. 

